Structural component, in particular a lubricating component

ABSTRACT

The invention relates to a structural component, especially a shielding component, with structural parts ( 10, 12, 14, 16, 18 ) which are at least in part differently configurated with respect to their surface extent and/or the directional pattern, of which at least one structural part ( 10 ) of a first type is provided with a curvature and with a longitudinal orientation, and with structural parts ( 12 ) of a second type which at least in part follow the pertinent curvature. In that the structural part ( 10 ) of the first type is designed as a shell and in that the structural parts ( 12 ) of the second type combined in pairs into groups ( 20, 22 ) extend transversely to the longitudinal orientation of the structural part ( 10 ) of the first type, the edge area definitely is strengthened by way of an additional structural part which is an integral component of the shielding body and need not consist of mounting-bracket parts which are positioned on the edge side.

The invention relates to a structural component, especially a shieldingcomponent, with structural parts which are at least in part differentlyconfigurated with respect to their surface extent and/or the directionalpattern, of which at least one structural part of a first type isprovided with a curvature and with a longitudinal orientation, and withstructural parts of a second type which at least in part follow thepertinent curvature.

While heat development, for example of a high-economy,performance-optimized diesel engine, can be very low on the cylindercrankshaft housing, this in no way applies to “hot zones” such as inmanifolds, turbocharger, catalytic converter, etc. Due to the more andmore compact construction of engines, components which are not thermally“compatible” are increasingly ending up in close proximity to oneanother. Accordingly, it is necessary to protect thermal enginecomponents against bordering, heat-sensitive assemblies, such assensors, fuel lines, pressure cells, body parts, etc. using so-calledshielding components, such as heat shields. The situation is alsoexacerbated by the compact structure in that the high packing density ofthe assemblies constricts the cooling air flow in the enginecompartment. Noise abatement measures can also contribute to this. Thus,for example, plastic bottom plates which are designed to reduce theemission of noise from the engine compartment to the roadway, undercertain circumstances can produce effective insulation with which heatis enclosed in the engine compartment. Catalytic converters, due totheir phased high surface temperature, are considered to be among theheat sources which certainly may necessitate the use of protectiveshield barriers. One typical example of this is construction measuressuch as positioning the catalytic converter close by on the manifold.This design principle which performs the function of rapid heat-up ofthe catalytic converter and thus of reducing emissions in the cold startphase shifts a major source of heat into the engine compartment wherenumerous assemblies are crowded in a tight space. Certainly one reasonfor the growing importance of shielding components such as heat shieldsis the trend toward use of thermoplastics. The light and economicalmaterials with their exceptional moldability are rapidly becoming commonin the engine compartment, but require special attention with respect toambient temperatures at the application site relative to other thermalengine parts (“New materials and development tools for heat protection”,in MTZ 12/2001, Vol. 72, pp. 1044 ft).

DE 102 47 641 B3 discloses a generic structural component, especially inthe form of a noise-damping shielding component, as a component of amotor vehicle. To improve acoustic insulation in the known structuralcomponent, the pertinent shielding component consists of a shieldingbody with a base edge as a structural part of a first type which can befixed on the edge side by way of angular bracket legs within the enginecompartment on stationary parts there, and which shields thermal enginecomponents relative to heat-sensitive components.

The shielding body as a structural part of the first type isconfigurated overall, viewed in cross section, as an angle and has asymmetrical structure in this respect. The angled middle area undergoestransition on the edge side into areas of greater curvature which joinbridge-like terminations which run in a straight line, on the respectivetwo opposing edge areas the angular brackets being mounted subsequentlyas fixing means. In the known solution the shielding body consists oftwo layers of sheet metal, between which an acoustically insulatingand/or heat insulating layer extends, and to fix the sheet metal coverlayers to one another, flanging is used in which the free flange edge ofone cover layer superficially encompasses the edge area of the othercover layer. In order to reduce weight, the shielding body is made ofaluminum or some other lightweight metal.

The known solution is used preferably for shielding a clutch between thegearbox flange and the universal shaft against solid-borne noise whichoriginates from the transmission and against the continuing influence oftemperature radiation of the exhaust pipe which runs adjacently. Intests, a reduction of acoustic emission in the known solution by 3 dBwas achieved. In order to achieve the pertinent shielding action, alongthe middle area of the first structural part in the form of a shieldingbody there extend other structural parts of a second type which extendin the form of bead-shaped longitudinal and transverse ribs over theouter side of the shielding body. It is characteristic of this knownstructuring that the longitudinal ribs which extend over the entirelength of the shielding body and in this respect are positioned in thelongitudinal orientation of the structural part of the first type areadjoined by transverse ribs which are integrally molded on, which form atype of nub structure and which in an alternating sequence fitadjacently into the intermediate spaces between the two respectivetransverse ribs of an adjacent longitudinal rib. The edge areas whichare bent off more dramatically to the outside with the connectingbrackets are conversely kept free of the indicated ribs. With regard tothe interrupted transverse rib structure of the known solution, it canbe expected that in this respect stiffness and strength are reduced.Furthermore, at the transition point to the connecting brackets,stiffening of the shielding body is obtained only by way of the bentbracket legs which largely define the connection geometry, in thisinstance of the structural component, on the stationary engine orchassis components; in this way the possible applications of the knownstructural component are limited. The connecting brackets with theirbent bracket legs and eye connecting points for the penetration of afastener (screw) on the one hand require installation space and on theother hand they increase the weight for the known solution.

On the basis of this most similar prior art, the object of the inventiontherefore is to further improve the structural component of theindicated type while retaining its advantages, specifically to ensurevery good acoustic and heat insulation, such that less installationspace is required and that it can be used in a more versatile mannerwith a simultaneously increased stiffness as well as strength andreduced weight with production costs which can be comparably specified.This object is achieved with a structural component with the featuresspecified in claim 1 in its entirety.

In that, as specified in the characterizing part of claim 1, thestructural part of the first type is designed as a shell and in that thestructural parts of the second type grouped into pairs extendtransversely to the longitudinal orientation of the structural part ofthe first type, the edge area definitely is strengthened by way of anadditional structural part which is an integral component of theshielding body, and need not, as shown in the prior art, consist ofmounting-bracket parts which are positioned on the edge side. Bytransfer of the structural part of the second type in the direction ofthe respective edge area transversely to the longitudinal orientation ofthe structural part of the first type, the structural parts which arepreferably configurated as bead-shaped stiffening ribs are routedcontinuously to the edge area and in this way stiffen the edge structureof the shielding body in the form of the first structural part. In thisrespect the structural component is designed as a half shell with anessentially uniform curvature, and consequently it takes up littleinstallation space and is accordingly especially well suited to be usedfor shielding of a catalytic converter or parts thereof. The halfshell-shaped configuration yields secure chambering which is favorablenot only with respect to heat engineering, but is also optimal withrespect to the desired effective acoustic insulation.

Due to the structural parts of the second type which are paired intogroups the shielding body makes do with few stiffening elements; thishelps reduce production costs. Since moreover few transition points arecreated between the structural parts of different type, fewer possiblefailure points are also formed; this has a beneficial effect on theservice life of the structural component as claimed in the invention. Bymeans of the different structural parts which are preferably connectedintegrally to one another, the overall structural component can bestiffened such that a type of shielding armor is accomplished withnatural vibration behavior which can be termed noncritical, so that thestructural component solution as claimed in the invention is efficientlyused, especially where the major occurrence of vibrations can beexpected in operation.

In one preferred embodiment of the structural component as claimed inthe invention, there are two groups with two structural parts of thesecond type each, the two groups in the longitudinal orientation of thestructural part of the first type spaced away from one another beinglocated in the end areas thereof. Preferably provision is furthermoremade such that on the saddle of the half shell in the longitudinalorientation of the structural part of the first type one structural partof the fourth type extends, which on the end side is joined or adjoinedby the structural parts of the second type. In this way, the torsionalstiffness of the half shell is increased with little effort, especiallyin the longitudinal orientation of the structural part of the firsttype. Cyclic bending stresses can be reliably accommodated by thestructure in this way.

To additionally increase the strength, provision is furthermore madesuch that one free end of the structural part of the fourth type in thearea of the respective structural part of the third type joins thestructural part of the fifth type. Since the structural parts of thethird type are formed from wing-like widening pieces which arepreferably used to fixed the shielding body on the engine or chassisparts, additional stiffening which benefits the service life of theshielding body in operation is achieved by way of the structural part ofthe fifth type preferably in the form of a reinforced transverse rib.

Distinct strengthening and stiffening are achieved in all orientationsof the shielding body by the resulting structure of the differentstructural parts which consist preferably of bead-shaped longitudinaland transverse ribs. This effect can be further enhanced by providingfor the structural parts of the second type to integrally join thestructural parts of the fourth type. In this way then a structural partof one type then supports stiffening by way of structural parts of theother types in “flowing transitions”.

Other advantageous embodiments of the structural component as claimed inthe invention are the subject matter of the other dependent claims.

The structural component as claimed in the invention will be detailedbelow using one embodiment as shown in the drawings in which in the formof diagrams and not drawn to scale

FIG. 1 shows a perspective plan view of the structural component as awhole;

FIG. 2 shows in perspective a front view of the structural component asshown in FIG. 1;

FIG. 3 shows a side view of the structural component, viewed in thedirection X of the arrow as shown in FIG. 2.

The solution as claimed in the invention relates to a structuralcomponent, especially a shielding component, for use in motor vehicleswith structural parts of varied type 10, 12, 14, 16, 18 which are atleast in part differently configurated with respect to their surfaceextent and/or the directional pattern, of which at least one structuralpart 10 of a first type as a half shell is provided with a curvaturewhich is made essentially uniform, and with structural parts 12 of asecond type which paired into groups 20, 22 extend transversely to thelongitudinal orientation of the structural part of the fist type 10.

As the figures furthermore show, the two indicated groups 20, 22 areprovided with four structural parts 12 of the second type each, the twogroups 20, 22 in the longitudinal orientation of the structural part 10of the first type spaced apart from one another being located in the endareas 24, 26 thereof. Consequently the two end areas 24, 26 of thestructural part 10 of the first type are formed directly by parts of thehalf shell, viewed in the direction of looking at FIG. 1 the upper endarea 26 adjoining three wing-like widening pieces 28, 30 and 32 asadditional structural parts 14 of the third type which are connectedtransversely to the longitudinal orientation of the structural part 10of the first type.

The widening piece 28 which is shown in particular in FIGS. 1 and 2 inthe radial direction adjoins the end area 26 of the half shell andconsists essentially of a triangular connecting part 34 and anunderlying rectangular support part 36 which undergoes transition by wayof a semicircular recess 36 into the outside jacket of the edge area ofthe half shell. The other opposing flat widening piece 30 isconfigurated to be smaller with respect to geometrical dimensions andlikewise adjoins the end area 26 of the half shell in the manner of awing. The third widening piece 32 in a continuation of the axiallongitudinal orientation of the half shell forms the latter up to itsend. Besides additional stiffening on the top end of the half shell, therespective widening pieces 28, 30, 32 are also used for passage of afastener, for example in the form of a screw which extends through thepertinent recesses 40 in the widening pieces 28, 30, 32 for fixing thestructural component on engine or chassis components which are notdetailed. These recesses 40 are preferably formed by fixing sleeves 42(see also FIG. 3) which can be designed as additional damping elements.

On the saddle of the half shell in the longitudinal orientation of thestructural part 10 of the first type a structural part 16 of a fourthtype extends, on the end side the eight structural parts 12 of thesecond type joining this structural part or adjoining it on the edgeside. The axial distance in the longitudinal orientation of thestructural part 10 of the first type between adjacent structural parts12 of the second type of the group 20 or 22 is significantly smallerhere than the axial distance between the groups 20, 22 among one anotherand is less than the width of one structural part 12 of the second typeviewed in the longitudinal orientation of the shielding body. Dependingon the application, with low tool production costs especially thedistance between the groups 20, 22 can be changed in order in this waywith the same basic structure of the shielding body to be able to covera plurality of possible applications. In addition, more than two groups(not shown) can be located in the longitudinal orientation of theshielding body, as shown, on the half shell.

As is to be seen especially from FIG. 1, one free end of the structuralpart 16 of the fourth type is routed in the area of the respectivestructural part 14 of the third type to join the structural part 18 ofthe fifth type which in turn extends transversely to the longitudinalorientation of the structural part 10 of the first type and on its toppartially follows the half- shell shape in the top saddle area. Theother free end of the structural part 16 of the fourth type isconversely located at a definable axial distance to the free end of theindicated half shell. Consequently, the structural part 16 of the fourthtype extends in the manner of ribs along the saddle of the half shellessentially over its entire length and in this way particularlyincreases its buckling stability along with contributing to increasingthe torsional stiffness in conjunction with the structural parts 12 ofthe second type. Furthermore, the transverse extension of the structuralpart 16 of the fourth type is chosen to be distinctly greater than thetransverse extension of the structural part 12 of the second type viewedin the longitudinal orientation.

As is furthermore to be seen from FIG. 3, at least one free side area ofthe half shell has a multiple gradation 44, the gradation being set backby way of two partial steps in the direction of the free end of the halfshell. The transitions of the multiple gradation 44 within the gradationand to the edge areas of the half shell on its free end and on the sideof said half shell takes place preferably in curved gradients in orderto help reduce possible failure points. Based on the recess, by way ofthe multiple gradation 44 it is possible to guide the half shell-shapedshielding armor around the vehicle components. On the opposing edge areaof the half shell (cf. FIGS. 1 and 2) the free ends of the structuralparts 12 of the second type there run into a bridge-like fastening 46 onthe free edge area of the half shell, conversely the opposing structuralparts 12 of the second type which are associated with to the first group20 at least partially join the multiple gradation 44 as well as theprotruding mounting bridge 48 which finds its counterpart on theopposing side of the half shell in another mounting bridge 50. Therespective mounting bridges 48, 50 likewise perform the function offixing the shielding component on vehicle or chassis parts which are notshown.

The respective structural part 10, 12, 14, 16, 18 may be multi-layeredin structure, especially configurated from two sheet metal cover layers,between the two sheet metal cover layers an acoustic and/or heatinsulating intermediate layer which is not detailed being able toextend. Since this structure is conventional for structural parts, itwill not be detailed here. If increased corrosion protection is to beensured, the indicated cover layers can preferably be formed from a highquality steel material. Furthermore, the structural component isconfigurated as a formed part, the structural parts 12, 16 and 18 whichare connected preferably integrally to one another, depending on thetype, forming bead-shaped longitudinal and transverse ribs which are anintegral component of the convex structural part 10 of the first typeand in this respect are located on its top.

1. Structural component, especially a shielding component, withstructural parts (10, 12, 14, 16, 18) which are at least in partdifferently configurated with respect to their surface extent and/or thedirectional pattern, of which at least one structural part (10) of afirst type is provided with a curvature and with a longitudinalorientation, and with structural parts (12) of a second type which atleast in part follow the pertinent curvature, characterized in that thestructural part (10) of the first type is designed as a shell and thatthe structural parts (12) of the second type combined in pairs intogroups (20, 22) extend transversely to the longitudinal orientation ofthe structural part (10) of the first type.
 2. The structural componentas claimed in claim 1, wherein the shell is a half shell with anessentially uniform curvature.
 3. The structural component as claimed inclaim 1, wherein the respective group (20, 22) is provided with fourstructural parts (12) of the second type each and wherein the groups(20, 22) which are directly adjacent in the longitudinal orientation ofthe structural part (10) of the first type are spaced apart from oneanother.
 4. The structural component as claimed in claim 3, wherein twostructural parts (12) of the second type of one group (20 or 22) areeach opposite in pairs on the two longitudinal sides of the half shell.5. The structural component as claimed in claim 3, wherein at least twoof the indicated groups (20, 22) relative to the longitudinalorientation of the structural part (10) of the first type are located inthe end areas (24, 26) thereof.
 6. The structural component as claimedin claim 5, wherein the two end areas (24, 26) of the structural part(10) of the first type are formed by the parts of the half shell, theend area (26) being connected to at least one wing-like widening piece(28, 30, 32) as an additional structural part (14) of the third typetransversely to the longitudinal orientation of the structural part (10)of the first type.
 7. The structural component as claimed in claim 6,wherein the respective wing-like widening (28, 30, 32) is provided withfastening means (40, 42).
 8. The structural component as claimed inclaim 2, wherein on the saddle of the half shell in the longitudinalorientation of the structural part (10) of the first type there extendsat least one structural part (16) of the fourth type which on the endside is joined or adjoined by the structural parts (12) of the secondtype.
 9. The structural component as claimed in claim 8, wherein onlyone structural part (16) of the fourth type extends along the saddle ofthe half shell which with its one free end in the area of the respectivestructural part (14) of the third type joins a structural part (18) ofthe fifth type which extends transversely to the longitudinalorientation of the structural part (10) of the first type and whereinthe other free end is located at a distance to the free end of the halfshell.
 10. The structural component as claimed in claim 2, wherein atleast one free side area of the half shell has a multiple gradation(44), the gradation being set back in the direction of the free end ofthe half shell.
 11. The structural component as claimed in claim 1,wherein it is configurated as a formed part and wherein the structuralparts of different types (10, 12, 14, 16, 18) are connected integrallyto one another.
 12. The structural component as claimed in claim 8,wherein at least the structural parts (12, 16) of the second and fourthtype are shaped or impressed from the structural part (10) of the firsttype in the form of transverse ribs or at least one bead-shapedlongitudinal rib.